Engine-starting device.



C; F. KETTERlNG.

ENGINE STARTING DEVICE.

APPLICATION FILE-D MAY 23. 1912.

Patented Aug. 29, 1916.

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\IHHIHHHIII ll IHIHHHIIIIIIIHH C. F. KETTERING.

ENGINE STARTING DEVICE.

APPLlCATlON FILED MAY 23. 1912.

Patented Aug. 29, 1916.

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CHARLES 1E. KETTERING, 0F DAYTON, OHIO, ASSIGNOR TO THE DAYTON ENGINEERING LABORATORIES ('30., A CORPORATION 015 OHIO.

ENGINE-STARTING DEVICE.

Specification of Letters Patent. Patented Aug, 29, ll llfio Application filed may 23, 1912. Serial No. 699,193.

To all whom it may concern:

Be it known that T, CHARLES F. KETTER- ING, a citizen of the United States, residing at Dayton, county of Montgomery, and State of Ohio, have invented certain new and useful Improvements in Engine-Start-v ing Devices, of which the following is a full, clear,- and exact description.

This invention relates to starting systems for engines of the non-self starting type, for instance such as combustion or explosion engines, and is particularly designed to facilitate the starting thereof, to permit the same to become self-actuating.

It is also among the general ob ects of the present invention to provide mechanlsm,

whereby the starting of engines of the above named type, may be facilitated, or made more certain and reliable. This is accomplished by so arranging the starting device,

that in starting, the engine will not have to operate against the normal compression of the power medium within the engine cylinders.

To carry-out these objects,

ing member for coupling the engine and starting device, to transmit power to start the engine, and cooperating with this, are mechanisms adapted to reduce, temporarily, the compression of gas or other power medium contained in the cylinders of the engine, during the starting operation.

It has heretofore been proposed to prochanically operating means which are adapt- 'ed to be operated when the engine is started, in a manner otherwise than by the automatic starting device.

My improvements are so arranged that when the operating member is actuated to couple up the starting device to the engine,

this same operation will position a means which, when the engine starts to operate,

will efiect a release of the compressed gases in the cylinders. Thus, during the operation of said operating member, the starting a starting device is provided which; includes an operatdevice is being coupled up to the engine to .start the same, and as soon as the engine begins to operate, the mechanisms which permit the release of the compressed charges, will also go into play and the pistons of the engine will consequently operate against a lower compression, as compared with the normal compression when the engine is operating under its own power, and without the provision of the compression release.

As incidental to the above objects, I arrange theparts so that this compression release device is not brought into operative condition at anytime, other than when the starting device has been coupled to the englue, or at such times as the engine is being started or cranked manually, and also at such times as the independent mechanism is manually operated to efi'ect the actuation of the compression releasing device, at which pending application, filed June 19, 1911, Se rial No. 634,083, these elements being used in combination with other novel elements and novel combinationsof elements to eftimes the efl'ect relative to the release of the compression is substantially the same as the operation just described, and which is put in operation by the automatic-starting device.

present invention, substantially the same type of starting device is employed, that is,

the dynamo electric machine is of substantially the same type and is combined with the battery or accumulator, by means of differential connections, in substantially the same manner as that set forth in the above named co-pending application.

With the above and incidental objectsin view, as will hereinafter appear, the invention consists in certain novel combinations of mechanisms, a preferred form of one embodimentof which is shown in the accompanying drawings, and fully described in the following specification.

- Figure 1 is a top plan view of the chassis of an automobile, certain parts of the chassis being removed for the sake of clearness. This view particularly showing the relative location of the various parts of the system, embodied in thepresent invention. Figs. 2 and 3 are detail views in side elevation of the electrically controlled interlocking mechanisms; Fig. 2 showing the latch mechanism in interlocked position, while Fig. 3 shows the same in free or unlocked position. Fig. 4 is a fragmentary sectionalized view of an engine cylinder, showing the position of the exhaust valve, under actuation of the compression release device. Figs. 5 and 6, are

I detail views of the compression release mechanism in engaged and disengaged position, respectively, with the exhaust valve stem. Fig. 7 is a detail view of the leverage connections for effecting the actuation of the compression release device. Fig. 8 is a fragmentary detail view of the multiplied gearing which couples the motor-generator to the engine for starting purposes.

Certain parts of the apparatus and system embodied in the present invention, are also shown and described in my co-pending applications,v filed April 17, 1911, Serial No. 621,512, and filed June 19, 1911, Serial No. 634,083. It may be stated that the present invention is more particularly related to the latter of said co-pending applications,

however, certain additional features and apparatus are included in the present invention, whereby additional and novel results are obtained.

In order to clearly illustrate the advantages of the present invention, it may be stated that the type of automobile in which this improved system .is shown as applied, is a combination of the Cadillac and Pierce- Arrow cars, both of which are well' known makes of automobiles.

In Fig. 1, the chassis of the automobile is shown, having the side frames 20, which together with certain transverse supporting members, carry and support the engine 21,

which may comprise any desired number of cylinders, wherein the inlet valves and the exhaust valves are positioned on the opposite sides of' the said engine, as is now the practice in the Pierce-Arrow construction.

24 is a casing containing the transmission gears which are controlled in the usual manner. to secure the various speeds forward, or the reverse speed.

A-shaft 27, ordinarily employed to operate the magneto, is advantageously made use of in the present system, as will appear hereinafter.

28 represents the engine fly-wheel, secured in the usual manner, to the engine shaft and having a series of gear teeth formed on or secured to its periphery, as at 29.

The transmission clutch is of the usual construction and is adapted to be moved into and out of engagement with the conical surface of the interior of the fly-wheel, through the medium of a yoke member 31*, by movement of the transverse shaft 31, which may be termed the clutch shaft, to which said yoke is secured, and the operation or movement of the ordinary clutch pedal 32, whereby the engine will be connected and disconnected with the transmission gears of the vehicle, in a well known manner.

The motor-generator 33 is constructed and arranged to serve as a motor, for starting the engine, and as a generator for charging the accumulator or storage batteries. This motor-generator is controlled as to its status,

described. Instead of having the magnetic device mounted on a single shaft, as is the case in the above referred to co-pending applications, there is provided, in the present instance, a stub shaft 34, rotatably mounted in one of the side frames 20 and the support 35. A magnetic coil and armature are fixedly mounted on said shaft in any suitable manner, and in such a position normally that when the armature is magnetically actuated, it will engage with the arm 43 which is fixed on the shaft 31, so as to couple up the main operating member 32 and the rod 308 of the controlling mechanism of the compression release device, as well as the mechanism for coupling the engine and starting device together and changing the electrical connections between the accumulator and electric machine.

It will be understood that unless the magnetic device is operated, the mechanism on the rod 31 may be operated independently of the controlling elements of the starting device, and the compression release control.

The above mentioned magnet coil may be included in any suitable circuit, such as is shown-in Fig. 1, which is normally open at the switch 63 and operated as described hereinafter.

The lever or link 48, which eis connected to suitable means for shifting the electric controller from charging position to starting position and vice versa, extends rearwardly from the shaft 34 and is positively connected to the magnetic device 38 and will be shifted forwardly, upon the forward movement of the pedal 32. This movement of the pedal 32 will therefore necessarily cause a shifting of the'electric controller switch 49, and thereby cause the electrical connections between the accumulator and the electric machine to be shifted from their normal charging tion.

The lever 53 which extends forward from position to starting posimenses theshaft 34, and which is connected with the multiplied or coupling gearing 55, of the motor-generator, will be pulled rearwardly upon the forward movement of the shaft 34,

concomitantly with the forward movement of the lever 48. The multiplied or coupling,

gearing will thus be drawn into enmesh ment with the driving wheel 56 of the motor dynamo, and the gear teeth formed on the, periphery of the fly-wheel, as at 29.

The arrangement of the above mentioned controller switch and the connections between the elements of the accumulator and the controller switch, have been very clearly described in my co-pending applications, filed April 17, 1911, Serial No. 621,512; and

filed June 15, 1911, Serial No. 633,443, and

therefore, further description will not be given of the above mentioned features, except where it is necessary to a clear understanding of the present invention.

It will be clearly understood that the dynamo-electric-machine 33 is adapted to operate as. a motor for starting the engine, and asa generator for charging current back into the accumulator for future starting operations, and also for furnishing current to the lighting, ignition or other work circuits.

The controlling mechanism described heretofore, is adapted to not only connect the dynamo-electric-machine to the engine for starting purposes, but as has been de scribed heretofore,it is also adapted to shift the electrical connections between the ac-' cumulator and the dynamo-electric-machine, so that the said machine will operate as a motor, during the starting operation.

llt will be clearly understood from references to the co-pending applications of Charles F. Kettering, Serial No. 633,443,

filed June 15, 1911, and Serial No. 721,237, filed September 19, 1912, that it is advisable to impart a slow initial movement or a movement of light torque to the armature of the dynamo-electric-machine, previous to its operation under the full motor strokeq The-means for effecting the-initial movement of the armature, however, is so ar-' ranged that when the circuit is closed at the switch 63, the current which passes through the magnet 38 will also pass;

through the electric machine and efi'ect the slow movement of the armature. same additional circuit not only tends to impart a slow initial movement to the electric machine, but also tends to energize the magnet 38 in such a manner as to permit the coupling up of the main operating pedal 32 hit and the means for coupling up the engine and electric machine for starting purposes.

The above arrangement is clearly set forth.

in my co-pending application, Serial,-No.

633,443, filed June 15,1911. It is also set forth in this co-pen'ding' application that the drawings.

' This diflerence in the resistance between this additional electric circuit and the charging circuit, is such that it eflectually provides a safety device, inasmuch as current will not flow through this additional electric circuit, due to the did'erence in resistance above mentioned, even after this circuit is closed through the operation of the push button switch 63, at any time while the dynamo elctric machine is operating as a generator. That is, this arrangement efi'ectually provides a safety device, inasmuch as it tends to prevent the energization of the magnet 38, and the consequent coupling up of the main operating member 32 and the coupling mechanism, at any time that the electric machine is operating as a generator. In the present application, this above mentioned arrangement which has been referred to as a safety device, tends to also prevent the coupling up of the means for effecting the shifting of the exhaust valve cam shaft In combination with the structure heretofore described, there is provided a novel means for permitting the release of the compressed gases in the engine cylinders, during the interval that the engine is being automatically actuated-by the motor-dynamo to start the same; or during the time that the engine is beingmanually cranked or turned over, in order to make the same selfoperating. This structure may be combined with the exhaust valve operating mecha nism, which-Kin the present instance is 16- cated on the side of the engine adjacent to I the dynamo-electrio machine.

It should lee-understood that in the type f'of engines shown in the present case, the exhaust valves and inlet valves of the engines, are positioned on oppositesides of the cylinders thereof, and while the structure herein shown and described is adapted to be used in engines which employ this type of valve mechanism, it will be readily understood that the present system, maybe 1 suflicientlyaltered so as to be applied to engines wherein the exhaustvalves and inj let valves are combined on a single shaft, on

one. side of theengine, without going outside of the scope-of the present inventlon.

By referringto Figs. 1, 4, 5 and 6, the location and arrangement of the V exhaust valves and the operating mechanism therein, it will be clearly seen that the ordinary cam shaft 300, is extended beyond the pinion 303, a slight distance so as to .form an abutment or head for engagement or contact with the lug or projection 302, formed on the transverse lever 301. The exhaust valve cam shaft in the present instance is slidably mounted, that is, it is so mounted that it may be moved in a direction parallel with the crank shaft of the engine. Normally, however, the cam shaft is held in such position, that the exhaust valve cams are in direct alinement with the vertically disposed exhaust valve stems 304, by means of the coil spring or other resilient device 305, which is seated within the crank case of the engine.

The operation of the exhaust valve cam shaft is substantially the same as in the ordinary combustion engine, so far as concerns the opening and closing of the exhaust valves, to permit the exhaust of the burnt or exploded gases or products of combustion, simultaneously with or directly after the occurrence of each explosion. In the present instance, however, it is desired to so arrange the exhaust valves that they may be opened during the period that the cylinders are filled with compressed gases, thus permitting the release of these gases, during the compression period of the respective pistons, throughout the starting operation. In view of this fact, there is provided on the exhaust valve cam, a supplemental lobe 312, built out from the dwell of the exhaust cam proper 315, and disposed at substantially 180 degrees from the ordinary lobe 315 of the exhaust cam. In Figs. 5 and 6, it will be obvious that the supplemental lobe 312 is not as wide as theordinary lobe. The reason for this is that the ordinary lobe 315 must be in positionxto actuate the exhaust valves during the normal operation of the engine and also during the period that the compression relief mechanism is in operation, while the supplemental lobe 312 is only in use when the compression relief mechanism is in operation and is not in operative position relative to the exhaust valve shaft during the normal operation of the engine.

It will now be seen that while the engine is operating under its own power, the exhaust valves under actuation of the cams, will operate in their accustomed manner. However, if the engine is at rest and it is desired to automatically start the same, it has been found advisable, by actual experiments, to release a certain amount of the compressed gases which form the explosive charge in the engine cylinders. In order to effect this release of the compressed gases, the lever 301, is provided with the lug 302, referred to hereinbefore, as being adapted to engage with the extended end of the exhaust valve cam shaft and upon actuation to shift the same rearwardly against the normal pressure of the coil spring. The means for effecting the operation of this lever 301 will now be described.

The rod 308 is connected in any suitable manner with the stub shaft 34 as has been described heretofore, in such relation thereto, that when the clutch pedal 32 is forced forwardly so as to disengage the clutch and to concomitantly shift the controller switch to change the accumulator connections from charging to starting position, this rod 308 will be pulled rearwardly. The operation of the clutch and the intermediate connections also operate to bring the multiplied or coupling gearing into such position that the dynamo-electric-1nachine will be connected up to the fiy-wheel of the engine, in driving position. 7

The forward end of the rod 308 is provided with a slotted portion 309, wherein the pin 310, carried sitioned. It will be seen by referring to Fig. 1, that upon the rearward movement of the rod 308, that the lever 301 will be swung on its pivot 311, in such a manner that the abutment 302 will engage with and force the exhaust valve cam shaft rearwardly against the pressure of the spring 305. This will tendto shift the exhaust valve cams into such position that the plemental lobe portion 312 of the cam 315, as well as the ordinary cam lobe, 315, will be brought into operation, relative to the exhaust valve stems. Under these conditions, each exhaust valve will be raised and lowered not only during the period of exhaust, but also during the period of the compression stroke in the respective cylinders.

It will be appreciated that by releasing the compressed gases in the engine cylinders, during the compression period, the pistons will not be compelled to operate against the normally heavy compression. but that they will actuate against a lighter compression, and it will therefore not require the same amount of power to turn or crank the engine as would be necessary if no release of the compression had occurred Referring to Fig. 1. it will be seen that the means for connecting and disconnecting the operating member. with the starting mechanism and with the controller switch 49, is mounted upon the stub shaft 34. The magnetic device 33 is included in the inde pendent circuit 60, which is preferably controlled by the push button 07, so that current may pass through the magnetic device to effect the operation thereof, and thus couple up the operating member 32 with the shifting mechanism 35. This circuit is normally open and provided with a suitable circuit closer, or switch 03, in the shape of a pair of contacts, adapted to be closed in supby the lever 301, is poany suitable manner, such as by the push button 67.

Upon pressure being exerted upon the clutch pedal 32, to move the same in a forward direction, the clutch shaft together with the magnet 38, and the link or rod 4:8, will also be moved in a like direction, the clutch being consequently disconnected from its driving connection with the fly-wheel of the engine, through the medium of the clutch yoke 31, whereby the running gear of the vehicle will be positively disconnected from the propelling element, during the starting operation of the vehicle. This is a very important feature in a system of this character, inasmuch as it is not uncommon for operators of vehicles of this type, to fail to throw their transmission gears into neutral position, for the starting operation. It will thereforebe appreciated that the disengaging of the transmission clutch from the engine, simultaneously with or during the starting operation of the vehicle engine, constitutes a safety device, inasmuch as it is impossible to start the vehicle until the clutch is again moved into engagement with the fly-wheel of the engine, thus making itimmaterial as to the position of the transmission ears, during the starting operation. As has een stated, the forward movement of the clutch pedal turns the shaft 31, which in turn is coupled to the stub shaft 34, and

will therefore necessarily impart a forward movement to the lever 48, which will cause the controller to be shifted into series position. By the movement of the stub shaft 34, the lever 53 will be pulled rearwardly, concomitantly with the shifting of the controller, and thus tend to bring the multiplied gearing or coupling gearing of the dynamo-electric-machine into engagement with the gear teeth of the engine fly-wheel.

This multiplied gearing (as in Fig. 8), is

substantially the same as that disclosed in my heretofore mentioned apphcations, and

therefore will not be described in detail in.

rearwardly against the normal tendency of the spring 305.

The location of the exhaust valve cam shaft and the degree of movement thereof, relative to the exhaust valve stems, is so arranged that when the rod 308 is thrown into its rearwardmost position, the exhaust valve cam shaft will be forced rearwardly, under the action ofthe lever 301, so that that portion of the cam 315 which comprises the supplemental lobe 312, will, during the operation of the exhaust valve cams 315, be directly in alinement with the exhaust valve stems 304:. Now. as soon as the engine is started through the medium of the dynamoelectric-machine, and the driving connectlons thereof, the cam shaft 300 will be. rotated in the usual manner, through the medium of the front train of gears, 303 and 303*. It will be obvious that as the cam shaft rotates, the exhaust valves will be forced out of their normally closed position, when engaged by the usual lobe 315, of the cam, for permitting the exhaust of'gases, during the exhaust stroke of the engine, and also by the engagement or contact of the supplemental lobe 312, which will cause the displacement of the exhaust valves a certain predetermined degree during the compres-' sion stroke of the engine. The above de scribed operation will be continued throughout the period of time that the clutch pedal 32 is held in depressed or starting position, it of course being'understood that the push button or supplemental circuit 60 has caused the latching of the magnet 38, and the rigid arm 'carrie by the shaft 31. As soon as the vehicle engine has become self-actuating, the operator will release the clutch pedal 32,

permittin the engine clutch to be engaged with the y-wheel of the engine, in any suitable manner, and this will also tend to shift the accumulator connections from their starting to charging position. This release of the clutch pedal will also cause the for ward movement of the rod 308; which during the starting operation, has maintained the lever in such position that the exhaust valvd cam Shaft has been held in its shifted position. The. spring 305 which normally maintains the cam shaft 300 in its proper position for the ordinary operation of the engine, will force the cam shaft forwardly into said position, and will also incidentally move the transverse lever on its pivot 311.

It will be understood by referring to'Fig.

'1, that the rearward movement of the rod 308 and the consequent 0 eration of the transverse lever 301, to e ect the shifting of the cam shaft 300, will not afl'ect in any manner, the link 316 and its operating handle 317. The reason for this is that the link member 316, like the rod 308, as has heretofore been described, is provided with a slotted portion at its free end, wherein a pin 313, secured to the transverse lever 301, is

positioned, thus permitting the movement of the lever 301, by the operation of either the rod 308, or the link 316, without affecting the other or unoperated member.

While it is very advantageous to provide a compression release device in combination with an automatic startingsystem, of the character set forth herein, it is also advantageous to provide a compression release device which may be placedin efl'ect, during the period that the engine is being manually cranked or turned over to start the same. In the apparatus embodied in the present invention, if anything happens so that the automatic starting device fails to operate to start the engine, and it becomes necessary to crank or turn the engine over by hand, as has heretofore been the usual method of starting engines, the lever 317, which is connected with and acts as a handle for the link 316, is thrown rearwardly in the direction of the arrow shown in Fig. 1. The handle 317 ispivotally mounted on one of the side frames 20, of the engine, as at 320. Intermediate its pivot. connection 320 and its hand grip 321, the hook or rod is secured as at 322. By movement of the handle lever 31-7, as above set forth, the transverse lever 301 will be actuated through the medium of the connecting link 316, whereby the projection 802 will engage with the cam shaft 300, in exactly the same manner and will result in the same rearward. shifting of the exhaust valve cam shaft 300,'as was effected through the operation of the rod 308, during the starting operation, by the automatic starter. It willnow be seen that the engine may be manually cranked or turned over, without the necessity of the pistons actuating against the normally full or high compression, inasmuch as a certain amount of k the compressed gas in the cylinders successively receiving the compressed charge, will be permitted to'escape through the exhaust Valves.

From the foregoing, it will be seen that I have provided a compression release device, which may 'be automatically actuated in combination with the starting of the engine, or the same 'compressi-on release device may be manually operated without affecting the automatic starter and its cooperating elements, to facilitate the cranking or turnlng over of the engine by hand. 1

While I have described and shown one preferred form of embodiment of the present invention, it will be understood that I- reserve the right to make whatever changes and modifications in the elements and combinations' of elements that comprise the present invention, as will come within the scope and spirit of the a pended claims.

What is claimed is as follows:

1. In anengine starting device, the combination with an engine including a plurality of cylinders and their parts; of a power driven machine constituting a starting device for said engine; coupling means for coupling the engine and starting device together; compression reducing means for pression reducing means.

2. In an engine starting device, the comblnation with an engine including a plurality of cylinders and regular exhaust devices therefor; and a power driven machine constituting a starting device for said engine;

coupling means for coupling the engine and starting device together; compression reducmg means for causing reduction in the compression of the respective cylinders only durmg the compression period thereof; and means connected with said coupling means for automatically controlling thaoperation of sa d compression reducing means whereby said compression reducing means will be operated during only the compression per1ods of the engine but in addition to the regular operation of said exhaust devices.

3. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves thereln; of an automatic electric starting device for said engine; coupling means for coupling the engine and starting device tobination with an engine including its cylinder parts; of means for releasing the compression in the engine cylinders; of a starting device for saidengine having connections automatically operating said compression releasing means to place the same in position to operate when starting the engine; and means for causing the operation of said compression releasing means independently of the starting device.

In an engine starting device, the combination with an engine and its cylinder parts; of an electric starting device for said engine; means for reducing the compression within the engine cylinders and operable when the electric starting device is operating to start the engine; and means for operatmg said compression reducing means in dependent of the electric starting device to place the same in position to operate when starting the engine.

6. The combination with an engine and its cylinder parts; of an electric motor for starting said engine; means for coupling said motor to the engine, for starting purmaaaae oses; means for reducing the compression releasing means operable relative to the cylinder parts; means for automatically operating the com ression releasing means when the starting evice is operated to start the engine; and means operable independently of said automatic starting device for placing the compression releasing means in operable position.

8.-In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein;'of an automatic starting device for said engine; means for coupling the engine and starting device together; means positioned by the operation of said cou lingl means for opening and closing the exhaust valves in a recurring sequence during the compression and exhaust periods of the engine when said starting device is operated to start the engine; means for manually starting the engine independent of the automatic starting device; and means lndependent of said automatic starting device for operating the exhaust valves throughout the compression and exhaust periods of the engine, whereby the compression within the engine cylinders may be released when the engine is started by the automatic starting device or by the manually actuated starting device.

9. In an engine starting device, the combination with an engine, including its cylinder parts and exhaust valves; of an ex-' haust valve cam shaft having provisions for releasing the compression in the engine cylinders, during the com ression stroke of the engine; of a starting evice for said engine; means forcoupling the starting device and engine together; means automatically positioned by said coupling means to operate said cam shaft to reduce the compression in the enginecylinders when the engine and starting device are coupled together; and

device, the comengine the opening and closing of the exhaust 70 means to position said exhaust valve cam shaft to reduce the engine compression, in-

dependently of the coupling up of the engine and starting device.

10. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; an exhaust valve cam shaft normally opening and closi said exhaust valves in a successive an jrecurrin sequence during the exhaust period 0 the and having provisions permitting valves in a successive and recurring sequence during the compression period of the engine, these provisions being normally out of operable position; of an automatic startphng the engine and starting device together; lever connections with said coupling means for operating the exhaust valve cam shaft to bring the provisions for securing the release of the compression during the compression of the engine, into operable position when the automatic starting device is coupled to the engine.

11. In an engine starting device, the combination with an engine, comprising a plurality of cylinders having exhaust valves therein; an exhaust valve cam shaft normally opening and closing said exhaust valves in a successive and recurring sequence during the exhaust period of the engine and having provlsions permitting the opening and closing of the exhaust valves in a successive and recurring sequence during the compression period of the engine,

these provisions being normally out of operable osition; of an automatic starting device or said eng1ne;-means for coupling the engine and starting device together; le-

ver connections operable in conjunction with said coupling means for moving the exhaust valve cam to bring into operative position the provisions for'securing the release of the compression during the com ression stroke of the englne; and means or positloning said exhaust valve cam shaft to reduce the compressionof the engine, independent of the coupling up of the automatic starting device to the engine. y

In testimony whereof I aflix my signature .in the presence of two subscribing witnesses.

CHARLES F. KETTERING. Witnesses:

E. J. GRAAF, J. W, MCDONALD.

devlce for said engine; means forcou- 75 

